EP0193089B1 - Hinterradaufhängung für Kraftfahrzeuge, insbesondere für angetriebene Hinterräder - Google Patents

Hinterradaufhängung für Kraftfahrzeuge, insbesondere für angetriebene Hinterräder Download PDF

Info

Publication number
EP0193089B1
EP0193089B1 EP86102126A EP86102126A EP0193089B1 EP 0193089 B1 EP0193089 B1 EP 0193089B1 EP 86102126 A EP86102126 A EP 86102126A EP 86102126 A EP86102126 A EP 86102126A EP 0193089 B1 EP0193089 B1 EP 0193089B1
Authority
EP
European Patent Office
Prior art keywords
longitudinal arm
suspension according
wheel suspension
rear wheel
transverse link
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP86102126A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0193089A2 (de
EP0193089A3 (en
Inventor
Wolfgang Matschinsky
Wolfgang Sautter
Ludwig Strasser
Rudolf Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0193089A2 publication Critical patent/EP0193089A2/de
Publication of EP0193089A3 publication Critical patent/EP0193089A3/de
Application granted granted Critical
Publication of EP0193089B1 publication Critical patent/EP0193089B1/de
Expired legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G99/00—Subject matter not provided for in other groups of this subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/202—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid having one longitudinal arm and two parallel transversal arms, e.g. dual-link type strut suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/22—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid a rigid arm forming the axle housing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/182—Multilink suspensions, e.g. elastokinematic arrangements with one longitudinal arm or rod and lateral rods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/184—Assymetric arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/12—Wound spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/124—Mounting of coil springs
    • B60G2204/1244—Mounting of coil springs on a suspension arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/15—Mounting of subframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/60—Subframe construction

Definitions

  • the invention relates to a rear wheel suspension for motor vehicles, in particular for driven rear wheels, as described in the preamble of claim 1 and is known for example from DE-A 2038880.
  • the longitudinal arm is rigidly connected to the actual wheel carrier and its front bearing point essentially determines the «longitudinal pole» of the wheel suspension. If the axle is to have start-up pitch compensation, this bearing point must be located higher than the center of the wheel, which means that it comes into conflict with the rear seat in passenger cars.
  • the short space also limits the length of the longitudinal arm, which leads to strong changes in the angle of the wheel carrier in side view during the course of the suspension movement. As a rule, with such wheel suspensions, severe camber changes over the spring travel have to be accepted in order to obtain a slight change in toe-in over the spring travel.
  • the object is to be achieved with moderate construction effort, braking and starting pitch compensation with arbitrarily selectable camber change and toe-in curve over the spring travel, the elastokinematic adjustment should also be manageable without the use of an elastically suspended subframe.
  • the wheel carrier which is pivotable relative to the longitudinal arm is forced to perform a further pivoting movement about its articulated connection with the longitudinal arm.
  • This is made possible by the fact that the longitudinal arm inevitably moves the wishbone provided with the connecting bearing and thus also its joint on the wheel carrier side.
  • the wheel carrier With the additional, inevitable pivoting of the wheel carrier that is brought about, it can be achieved that, similar to the previously unpublished patent application, the wheel moves around an ideal instantaneous pole when deflection, which is significantly higher and clearly in front of the real bearing point with which the longitudinal arm is at Vehicle body or the like is articulated.
  • FIGS. 1 is assigned to the somewhat more realistic representations according to FIGS.
  • the rear axle suspension shown in the figures mentioned is used in the illustrated embodiment for the driven rear wheels 1, which is why a drive shaft 2 is shown or indicated in FIGS.
  • the wheel carrier 3 supporting the wheel 1 is with the vehicle body 4, which is only indicated, via a vehicle longitudinally direction extending longitudinal arm 5 connected.
  • the longitudinal arm 5 points in the illustrated embodiments from the wheel carrier 3 in the direction of travel F to the front.
  • An upper wishbone 6 acts on the wheel carrier 3 as the upper wheel guide member, while a lower front wishbone 7 and a rear lower wishbone 8 are also provided as the lower wheel guide members.
  • the wishbones 6, 7, 8 are articulated with their inner ends to the vehicle body 4. However, as will be shown briefly later with reference to FIGS. 8 and 9, they can also be articulated on an auxiliary frame.
  • a suspension strut could also be used as the upper wheel guide member, which would have to be articulated on the wheel carrier with a stiff corner joint with an essentially transverse axis of rotation.
  • the longitudinal arm 5 is indirectly articulatedly connected to the wheel carrier 3, because its rear end is articulated on the rear lower wishbone 8, the outer end of which in turn articulates on the wheel carrier 3 .
  • the longitudinal arm 5 is supported with the front link 7 of the two lower links 7, 8 between the two ends of the front link 7 via a connecting bearing 9 which connects this front lower link 7 with the longitudinal arm 5 approximately couples vertical direction, ie does not allow any significant vertical relative movements of the longitudinal arm 5 in relation to the wishbone 7 in the area. In which they cross.
  • the connection bearing 9 permits horizontal relative movements between the front lower link 7 and the longitudinal arm 5.
  • connection bearing 9 is symbolized by a slot in the lower wishbone 7 through which the longitudinal arm 5 is passed.
  • the longitudinal arm 5 should be able to move along the slot, but also perpendicular to the longitudinal extension of the slot, for example in the horizontal direction.
  • the longitudinal arm 5 and the control arm 7 are tied up in an approximately vertical direction (speed arrow v 3 ), ie the vertically moving longitudinal arm 5 takes the control arm 7 in this direction with or vice versa.
  • the embodiment according to FIG. 2 differs from the embodiment according to FIG. 1 in that the longitudinal arm 5 is articulated directly on the wheel carrier 3 'via the joint 15.
  • the mode of operation of the new rear suspension explained below with reference to FIG. 1 also applies in principle to the embodiment according to FIG. 2.
  • Fig. 1 it is assumed that the outer joints 13 and 16 of the lower control arms 7 and 8 lie in a longitudinal plane.
  • the outer joint 16 of the rear wishbone 8 receives the speed v "Depending on the distance ratio of the joint 11 from the joint 16, the joint 11, on which the longitudinal arm 5 engages the lower rear wishbone 8, receives the speed v z
  • the connecting bearing 9 receives the speed V3 - as a rule, the front lower wishbone 7 is shorter than that in order to obtain a good toe-in curve over the deflection movement the rear lower wishbone 8, which in turn leads to a greater increase in the speed v 4 of the outer joint 13 in the lever arm ratio of the front lower wishbone 7 (distance of the joint 13 from the connecting bearing 9 in relation to the total length of the wishbone 7), than the ratio of the speeds v l would correspond to
  • a “longitudinal pole” 17 about which the wheel 1 swings momentarily can be determined from the speeds v and v 4 .
  • this longitudinal pole 17 lies higher and significantly further forward than the real joint 12 with which the longitudinal arm 5 is mounted on the body.
  • the position of the longitudinal pole 17 can be defined within wide limits by correct selection of the lever arm ratios just described. Nevertheless, the remaining axle components can be optimized without the otherwise frequently required compromises in terms of axle kinematics. For example, it is possible to determine the lengths of the lower wishbones 7, 8 in such a way that the best possible toe-in curve is achieved over the deflection path.
  • These two lower links can also be swept somewhat in plan view - as can be seen in FIG. 4 - in order to obtain a momentary pole lying outside the wheel center plane 18 for the longitudinal springs. As is known, this momentary pole can also lie behind the wheel axis in a plan view, which contributes to favorable toe-in behavior with lateral forces.
  • the longitudinal arm 5 shows a possible embodiment variant of the longitudinal arm 5, which is essentially composed of two sheet metal shell parts and is welded at its ends to appropriately designed connecting pieces.
  • the rubber bushing 19 used in the front joint 12 is relatively large in volume because it is intended to absorb longitudinal impacts as softly as possible in order to obtain good longitudinal suspension of the entire wheel suspension, which is important for reasons of comfort be introduced into the vehicle body 4 solely via the longitudinal arm 5.
  • FIG. 6 and in particular FIG. 7 show one possibility of how a connecting bearing 9 with the properties already described above could be realized.
  • Relatively large-area rubber pressure plates 20 are used, which are arranged perpendicular to the hard loading direction B. Rigid intermediate plates 21 are also embedded in the rubber pressure plates 20.
  • the largely lower U-shaped transverse control arm 7 is provided on both sides of its web with the described rubber pressure plates 20, against the upper of which the lower wall 22 of the longitudinal arm 5 and against the lower of which a counter-clamping plate 23 is pressed, which, with the interposition of a spacer bush 24, against the Wall 22 is tensioned.
  • the connecting bearing 9 in the arrangement and configuration described can absorb high forces in the hard loading direction B, to which only very slight elastic relative movements of the longitudinal arm 5 to the wishbone 7 in the hard, approximately vertical loading direction B are assigned.
  • this connecting bearing permits a sufficient relative displacement of the longitudinal arm 5 relative to the lower wishbone 7 in the approximately horizontal, soft loading direction W, without the need for greater deformation forces.
  • the two lower wishbones 7 and 8 are not articulated directly on the vehicle body 4, but on an auxiliary frame 24 which is elastically connected to the vehicle body 4 and on which - as only indicated in FIG. 8 - the upper wishbone 6 attacks articulated.
  • the elastic connection of the subframe 24 to the vehicle body 4 takes place in a known manner via rubber bushings 25, the axes of which are perpendicular in FIG. 4, but which can also be inclined.
  • the subframe 24 could also accommodate the rear axle gear, the suspension springs, the dampers and also the stabilizer.
  • the longitudinal arm 5, however, is still articulated directly to the vehicle body with the longitudinal elasticity given by the rubber bushing 19.
  • Fig. 9 exaggerated for clarification - the wheel position change in the direction of toe-in resulting in the direction of the lower wishbones 7 and 8 in connection with the flexible articulation of the longitudinal arm 5 in the direction of toe-in is shown in broken lines.
  • the arrow a already mentioned initially leads to the toe-in angle ⁇ as desired under the influence of the braking force B1.
  • the force B2 from the braking force B1 which is transmitted to the joint 16 of the rear lower wishbone 8 at least in approximately the same size, leads to a forward reaction force R on the inner joint 26 of the rear lower wishbone 8.
  • the reaction force R finally leads to a displacement of the elastically suspended subframe 24 to the front, which further reinforces the effect of the wheel 1 being engaged. If drive forces are exerted on the wheel suspension, the displacement takes place in the opposite direction, as desired.
  • the subframe 24 can move parallel or in the sense of "understeering", depending on the driving behavior that is sought.
  • the joint with which the rear lower control arm 8 "is articulated on the wheel carrier 3 ' has an articulated axis 28 which is concentric with that with which the longitudinal arm 5' is articulated on the wheel carrier 3 ' the rubber joint bushing 27 connected on the inside to the wheel carrier 3 ', surrounded on the outside by a further rubber joint bushing 30 which is finally enclosed by the joint eye 31 of the wishbone 8 ".
  • the lower rear wishbone 8 "supporting the suspension spring 32 and the shock absorber 33 is formed in the exemplary embodiment shown in FIGS. 10 to 12 with an open U-cross section.
  • FIG. 13 and 14 show a further variant with which the Articulated connection of the lower rear wishbone 8 "'with the longitudinal arm 5" and its articulated connection with the wheel carrier 3' can be closely approximated horizontally.
  • the rear end of the longitudinal arm 5 " is connected to the wheel carrier 3 'via a rubber joint 34 and the rear lower wishbone 8 "' connected to the end of the longitudinal arm 5" via two further rubber bearings 35 and 36 which are arranged at a distance from one another and in a view from the rear.
  • the connection of the control arm 8 ′′ to the longitudinal arm 5 ′′ is relatively stiff in this way about a longitudinal axis, but is limited horizontally (to the extent required) to be flexible.
  • the longitudinal arm 39 and the rear lower wishbone 38 are designed as a common component. In this way, fewer individual parts are required, but other requirements have to be met, since the rigid handlebar assembly swivels when compressed. So the angle of the bearing eyes of this torsion beam must be selected very carefully not having to choose the transverse softness of the rear inner bearing too large.
  • transverse link 38 ′ connected to the longitudinal arm 39 ′ is flexible about a vertical axis. As can also be seen in FIG. 18, this is achieved by a wishbone 38 ′, which is essentially formed by an upright metal sheet.
  • the exemplary embodiment according to FIGS. 20 to 23 also provides a transverse link 38 "which is flexible about a vertical axis - likewise as an upright standing metal sheet - but which is screwed to the rear end of the longitudinal arm 39" at its end region on the wheel carrier side.
  • a transverse link 38 which is flexible about a vertical axis - likewise as an upright standing metal sheet - but which is screwed to the rear end of the longitudinal arm 39" at its end region on the wheel carrier side.
  • a linkage assembly can be produced more easily from individual parts that are easy to manufacture, and on the other hand, weld seams can be dispensed with at the critical transition point from the control arm 38 " to the longitudinal arm 39 " .
  • both the upper wishbone 6 as the upper wheel guiding element and the two lower wishbones 38 ′′ and 7 ′′ are designed as straight links with an easy-to-manufacture U-profile cross section.
  • the joint 37 with which the longitudinal arm 39 '" is articulated on the wheel carrier 2 ' can be relatively low in this embodiment, which favors the start-up pitch compensation.
  • the rear lower wishbone 38"'articulated above it on the wheel carrier can be comparatively high , which enables a favorable roll center height and on the other hand - because of the higher chassis-side wishbone joint 40 - still ensures good ground clearance.
  • FIG. 27 illustrates a further embodiment for realizing the principle according to the invention.
  • the longitudinal arm 39 "" and the two lower wishbones 38 “” and 7 “' are designed as a common component.
  • This component can be made of fiber-composite material, but a metal-welded construction is also conceivable Wishbone 7 "'or 38""- in the illustrated embodiment, the rear lower wishbone 38""- formed rigid about a vertical axis. Transverse displacements of the intersection point 41 are possible due to the flexural softness of the longitudinal arm 39 "" about a vertical axis, longitudinal displacements of this intersection point due to the flexural softness of the front lower wishbone 7 "'.
  • relative movements between the longitudinal arm 39 "" are also possible in this embodiment. and the lower front wishbone 7 '”is not possible, so that the kinematics described with reference to FIG. 1 is possible for maintaining the longitudinal pole 17.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
EP86102126A 1985-02-28 1986-02-19 Hinterradaufhängung für Kraftfahrzeuge, insbesondere für angetriebene Hinterräder Expired EP0193089B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3507081A DE3507081C1 (de) 1985-02-28 1985-02-28 Hinterradaufhaengung fuer Kraftfahrzeuge,insbesondere fuer angetriebene Hinterraeder
DE3507081 1985-02-28

Publications (3)

Publication Number Publication Date
EP0193089A2 EP0193089A2 (de) 1986-09-03
EP0193089A3 EP0193089A3 (en) 1988-10-19
EP0193089B1 true EP0193089B1 (de) 1989-09-06

Family

ID=6263796

Family Applications (2)

Application Number Title Priority Date Filing Date
EP86102126A Expired EP0193089B1 (de) 1985-02-28 1986-02-19 Hinterradaufhängung für Kraftfahrzeuge, insbesondere für angetriebene Hinterräder
EP86102127A Expired - Lifetime EP0193090B1 (de) 1985-02-28 1986-02-19 Hinterradaufhängung für Kraftfahrzeuge

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP86102127A Expired - Lifetime EP0193090B1 (de) 1985-02-28 1986-02-19 Hinterradaufhängung für Kraftfahrzeuge

Country Status (4)

Country Link
US (2) US4671531A (enrdf_load_stackoverflow)
EP (2) EP0193089B1 (enrdf_load_stackoverflow)
JP (2) JPS61200014A (enrdf_load_stackoverflow)
DE (3) DE3507081C1 (enrdf_load_stackoverflow)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4218163A1 (de) * 1991-06-03 1992-12-10 Nissan Motor Radunabhaengiges aufhaengungssystem
DE202014101768U1 (de) 2014-04-14 2014-04-22 Ford Global Technologies, Llc Fahrwerkhilfsrahmen und Fahrwerk
DE102015203730A1 (de) 2014-04-14 2015-10-15 Ford Global Technologies, Llc Fahrwerkhilfsrahmen und Fahrwerk
DE102014207107A1 (de) 2014-04-14 2015-10-15 Ford Global Technologies, Llc Fahrwerkhilfsrahmen und Fahrwerk

Families Citing this family (56)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA1265823A (en) * 1985-10-04 1990-02-13 Keiichi Mitobe Independent rear wheel suspension
JPS62105709A (ja) * 1985-11-05 1987-05-16 Toyota Motor Corp 車両のサスペンシヨン
JPS63145112A (ja) * 1986-12-09 1988-06-17 Honda Motor Co Ltd 自動車のリヤサスペンシヨン装置
DE3703196A1 (de) * 1987-02-03 1988-08-11 Bayerische Motoren Werke Ag Radaufhaengung fuer lenkbare hinterraeder von mit vorderradlenkung ausgestatteten kraftfahrzeugen, insbesondere personenkraftwagen
DE3703198C1 (de) * 1987-02-03 1988-05-11 Bayerische Motoren Werke Ag Radaufhaengung fuer lenkbare Hinterraeder von mit Vorderradlenkung ausgestatteten Kraftfahrzeugen,insbesondere Personenkraftwagen
DE3716706A1 (de) * 1987-05-19 1988-12-08 Daimler Benz Ag Unabhaengige radaufhaengung fuer lenkbare raeder von kraftfahrzeugen
JP2522493Y2 (ja) * 1987-07-07 1997-01-16 マツダ株式会社 車両のサスペンション装置
DE3826930C2 (de) * 1987-08-10 1997-11-27 Honda Motor Co Ltd Radaufhängungssystem
JPS6447607A (en) * 1987-08-17 1989-02-22 Mazda Motor Suspension device for vehicle
DE3729238A1 (de) * 1987-09-02 1989-03-16 Bayerische Motoren Werke Ag Hinterradaufhaengung
IT1212163B (it) * 1987-12-30 1989-11-08 Fiat Auto Spa Sospensione posteriore per autoveicoli del tipo a ruote indipendenti e a bracci longitudinali
JPH0212906U (enrdf_load_stackoverflow) * 1988-07-08 1990-01-26
DE3843612A1 (de) * 1988-12-23 1990-06-28 Bayerische Motoren Werke Ag Radaufhaengung fuer fahrzeuge
DE3909942A1 (de) * 1989-03-25 1990-09-27 Porsche Ag Radaufhaengung fuer die vorderraeder eines kraftfahrzeugs
FR2645475B1 (fr) * 1989-04-11 1994-03-25 Renault Regie Nale Usines Suspension pour vehicules automobiles
JPH02270614A (ja) * 1989-04-12 1990-11-05 Fuji Heavy Ind Ltd 自動車の後輪懸架装置
JPH0314264A (ja) * 1989-06-13 1991-01-22 Toshiba Corp 半導体記憶装置及びその製造方法
US5102164A (en) * 1989-07-20 1992-04-07 Mazda Motor Corporation Vehicle suspension mounting structure
CA2022883A1 (en) * 1989-10-03 1991-04-04 Adrian S. Tucker-Peake Rear wheel suspension
US4989894A (en) * 1989-10-30 1991-02-05 Chrysler Corporation Independent rear suspension
JP2504931Y2 (ja) * 1989-12-22 1996-07-24 トヨタ自動車株式会社 車両用デュアルリンク型サスペンション
JP2510103B2 (ja) * 1991-07-18 1996-06-26 武彦 横沢 折りたたみ箱
FR2695595B1 (fr) * 1992-09-15 1994-11-25 Renault Train arrière à roues indépendantes pour véhicule automobile.
JPH0627215U (ja) * 1992-09-24 1994-04-12 日野自動車工業株式会社 自動車の４リンク式サスペンション
GB2271091A (en) * 1992-10-03 1994-04-06 Ford Motor Co A vehicle wheel suspension arrangement
KR0136260B1 (ko) * 1992-12-14 1998-05-01 전성원 자동차의 조향륜 현가장치
KR0131301B1 (ko) * 1992-12-28 1998-04-21 전성원 자동차의 조향륜 현가장치
DE9422146U1 (de) * 1993-11-29 1998-04-30 Dr.Ing.H.C. F. Porsche Ag, 70435 Stuttgart Radaufhängung
JP3485276B2 (ja) * 1994-03-28 2004-01-13 富士重工業株式会社 車両の懸架装置
US6000706A (en) * 1996-05-14 1999-12-14 Chrysler Corporation Independent suspension for a vehicle axle with leading lower control arm geometry
EP1262396B1 (de) * 1997-03-01 2005-05-11 Adam Opel Ag Hilfsrahmen für die Vorder- oder Hinterradaufhängung eines Kraftfahrzeuges
DE19737715A1 (de) * 1997-08-29 1999-03-04 Volkswagen Ag Einzelradaufhängung einer Hinterachse
DE10009920A1 (de) * 2000-03-01 2001-09-06 Bayerische Motoren Werke Ag Hinterradaufhängung für ein Kraftfahrzeug
EP1153771A3 (de) * 2000-05-13 2003-07-16 Bayerische Motoren Werke Aktiengesellschaft Hinterradaufhängung für Kraftfahrzeuge
DE10153272B4 (de) * 2000-11-01 2009-04-16 Honda Giken Kogyo K.K. Druckguss-Hilfsrahmen
DE60222200T2 (de) * 2001-03-28 2008-06-05 Fuji Jukogyo K.K. Tragstruktur für den Unterrahmen eines Radaufhängungssystems eines Kraftfahrzeuges
US6945547B2 (en) * 2002-09-09 2005-09-20 Delphi Technologies, Inc. Multi-link independent rear suspension assembly
JP4138461B2 (ja) * 2002-11-22 2008-08-27 株式会社エフテック 車両用サスペンション
EP1462343B1 (de) * 2003-03-28 2007-07-11 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Radaufhängung für ein Kraftfahrzeug
KR101124061B1 (ko) 2003-07-28 2012-03-23 마그나 인터내셔널 인코포레이티드 프레임 일체형 후방 현가 장치
KR20060014143A (ko) * 2004-08-10 2006-02-15 현대모비스 주식회사 후방 현가장치의 스핀들브래킷
DE102005030810A1 (de) * 2005-07-01 2007-01-18 Audi Ag Unabhängige Radaufhängung für die Hinterräder von Kraftfahrzeugen
US7325820B2 (en) * 2005-07-11 2008-02-05 Ford Global Technologies, Llc Independent rear suspension
CN102019833A (zh) 2005-09-13 2011-04-20 Ksm铸造有限公司 用于副车架的纵向连杆
JP2008195296A (ja) * 2007-02-14 2008-08-28 Honda Motor Co Ltd サスペンション装置
ITTO20070872A1 (it) * 2007-12-03 2009-06-04 Sistemi Sospensioni Spa Braccio ibrido per sospensione posteriore a ruote indipendenti per autoveicolo
JP5141961B2 (ja) * 2008-03-26 2013-02-13 マツダ株式会社 車両のサスペンションサブフレーム構造
US8220809B2 (en) * 2009-04-20 2012-07-17 Air Suspensions, Inc. Independent parallelogram suspension system
DE102012014196A1 (de) * 2012-07-18 2014-01-23 Audi Ag Radaufhängung für die Hinterachse eines Fahrzeugs
DE102013018185A1 (de) * 2013-10-30 2015-04-30 Carl Freudenberg Kg Lager
DE102015203564A1 (de) * 2015-02-27 2016-09-01 Ford Global Technologies, Llc Einzelradaufhängung sowie Hinterachse mit Einzelradaufhängungen für ein Fahrzeug
SE540561C2 (en) * 2015-05-13 2018-10-02 Ningbo Geely Automobile Res & Development Co Ltd Wheel carrier
US11014419B2 (en) * 2017-03-21 2021-05-25 Arctic Cat Inc. Off-road utility vehicle
DE102018101280A1 (de) * 2018-01-22 2019-07-25 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Achsenvorrichtung für die Anbindung eines Rades an die Karosserie eines Fahrzeugs
DE102019202910A1 (de) * 2019-03-05 2020-09-10 Ford Global Technologies, Llc Hinterradaufhängung
DE102023206074A1 (de) * 2023-06-28 2025-01-02 Zf Friedrichshafen Ag Fahrwerk eines Kraftfahrzeuges

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2027885B2 (de) * 1970-06-06 1978-12-07 Daimler-Benz Ag, 7000 Stuttgart Radaufhängung für Kraftfahrzeuge
DE2038880A1 (de) * 1970-08-05 1972-02-10 Daimler Benz Ag Radaufhaengung,insbesondere Hinterradaufhaengung an Kraftfahrzeugen
DE2142523C3 (de) * 1971-08-25 1974-03-28 Daimler-Benz Ag, 7000 Stuttgart Radaufhängung, insbesondere Vorderradaufhängung für Kraftfahrzeuge
DE2220034C3 (de) * 1972-04-24 1980-10-30 Daimler-Benz Ag, 7000 Stuttgart Unabhängige Aufhängung für ungelenkte Räder von Kraftfahrzeugen
DE2659081A1 (de) * 1976-12-27 1978-07-06 Volkswagenwerk Ag Hilfsrahmen
JPS5824291B2 (ja) * 1979-11-01 1983-05-20 マツダ株式会社 後輪駆動車の差動歯車ケ−ス支持装置
EP0052153B1 (de) * 1980-11-14 1984-07-18 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Einzelradaufhängung für nicht gelenkte Räder von Kraftfahrzeugen, insbesondere Personenkraftwagen
DE3067893D1 (en) * 1980-11-14 1984-06-20 Bayerische Motoren Werke Ag Independent suspension for non-steered wheels of motor vehicles, especially passenger vehicles
DE3048794C1 (de) * 1980-12-23 1982-08-12 Daimler-Benz Ag, 7000 Stuttgart Unabhaengige Radaufhaengung fuer Kraftfahrzeuge
DE3131247A1 (de) * 1981-08-04 1983-04-14 Helmut Ing.(grad.) 1000 Berlin Graf Raumteiler-moebel mit hydropflanzen
JPS5848366A (ja) * 1981-09-17 1983-03-22 Hitachi Ltd 燃料電池
US4456282A (en) * 1981-12-24 1984-06-26 Ford Motor Company Independent rear wheel suspension with a toe angle controlling trailing arm
JPS58182810U (ja) * 1982-05-31 1983-12-06 日産自動車株式会社 リヤサスペンシヨン装置
US4542920A (en) * 1982-07-07 1985-09-24 Mazda Motor Corporation Vehicle rear-suspension mechanism
JPS6053409A (ja) * 1983-09-02 1985-03-27 Mazda Motor Corp 自動車のリヤサスペンション
DE3331247C2 (de) * 1983-08-30 1986-07-24 Bayerische Motoren Werke AG, 8000 München Unabhängige Radaufhängung für Kraftfahrzeuge

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4218163A1 (de) * 1991-06-03 1992-12-10 Nissan Motor Radunabhaengiges aufhaengungssystem
DE4218163C2 (de) * 1991-06-03 1999-04-22 Nissan Motor Unabhängige Radaufhängung für ein Kraftfahrzeug
DE202014101768U1 (de) 2014-04-14 2014-04-22 Ford Global Technologies, Llc Fahrwerkhilfsrahmen und Fahrwerk
DE102015203730A1 (de) 2014-04-14 2015-10-15 Ford Global Technologies, Llc Fahrwerkhilfsrahmen und Fahrwerk
DE102014207107A1 (de) 2014-04-14 2015-10-15 Ford Global Technologies, Llc Fahrwerkhilfsrahmen und Fahrwerk

Also Published As

Publication number Publication date
DE3665422D1 (en) 1989-10-12
EP0193090A2 (de) 1986-09-03
US4671531A (en) 1987-06-09
JPS61200014A (ja) 1986-09-04
EP0193089A2 (de) 1986-09-03
JPS61200013A (ja) 1986-09-04
EP0193090A3 (en) 1988-10-19
US4671532A (en) 1987-06-09
DE3507081C1 (de) 1986-06-26
DE3673033D1 (de) 1990-09-06
EP0193090B1 (de) 1990-08-01
EP0193089A3 (en) 1988-10-19
JPH0518723B2 (enrdf_load_stackoverflow) 1993-03-12

Similar Documents

Publication Publication Date Title
EP0193089B1 (de) Hinterradaufhängung für Kraftfahrzeuge, insbesondere für angetriebene Hinterräder
EP0783415B1 (de) Achsaufhängung für starrachsen in fahrzeugen
DE3243434C2 (de) Unabhängige Radaufhängung für die Hinterräder eines Kraftfahrzeuges
DE102013210338A1 (de) Mehrlenkerhinterachse für ein Fahrzeug
EP0141092A2 (de) Unabhängige Radaufhängung für Kraftfahrzeuge
DE102006044151A1 (de) Einzelradaufhängung vom Doppelquerlenker-Typ
EP0135857A2 (de) Aufhängung einer Starrachse für Fahrzeuge
DE2818198B2 (de) Radaufhängung für nicht gelenkte Räder von Kraftfahrzeugen
DE2027885B2 (de) Radaufhängung für Kraftfahrzeuge
DE69613707T2 (de) Hinterradaufhängung für kraftfahrzeuge
EP2435263A1 (de) Fahrzeug-einzelradaufhängung
DE3329686C2 (de) Spurweitenkonstante Achsaufhängung, insbesondere Hinterachsaufhängung, für Kraftfahrzeuge
DE4015974A1 (de) Lenkbare kraftfahrzeug-hinterachse
DE2456425A1 (de) Einzelradaufhaengung fuer die angetriebenen hinterraeder von kraftfahrzeugen
DE4322910A1 (de) Kraftfahrzeug-Hinterachse mit einem Lenkerverbund
DE2439365C3 (de) Radaufhängung für Kraftfahrzeuge, insbesondere für Personenkraftwagen
DE1530566A1 (de) Abfederung von Starrachsen bei Fahrzeugen
DE1755070B2 (de) Radaufhängung für Kraftfahrzeuge
AT410427B (de) Fahrzeugunterbau
DE19533154B4 (de) Einzelradaufhängung für die Räder eines Kraftfahrzeugs
DE1630134B2 (de) Radaufhängung, insbesondere für die Hinterräder von Kraftfahrzeugen
DE102004008802B4 (de) Radaufhängung für Räder von Kraftfahrzeugen
DE19535923B4 (de) Unabhängige Radaufhängung für angetriebene Hinterräder von Kraftfahrzeugen
EP0063370A2 (de) Radaufhängung für ein Kraftfahrzeug
DE19542107A1 (de) Verbundlenker- oder Koppellenkerachse für Kraftfahrzeuge

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE FR GB IT SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE FR GB IT SE

17P Request for examination filed

Effective date: 19880913

17Q First examination report despatched

Effective date: 19890222

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT SE

ET Fr: translation filed
REF Corresponds to:

Ref document number: 3665422

Country of ref document: DE

Date of ref document: 19891012

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
ITF It: translation for a ep patent filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
ITTA It: last paid annual fee
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 19920205

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19920219

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19920227

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19930219

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19930220

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19930219

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19931029

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

EUG Se: european patent has lapsed

Ref document number: 86102126.9

Effective date: 19930912

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19970210

Year of fee payment: 12

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19981103

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20050219